2 service standards gn final

Service StandardsGordon Neilson

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Standards – don’t exist in isolation

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Getting the Vision Right

Current conditionsFuture

population, etc Future conditions

VISION 3Policies/ Costs/

Outcomes

VISION 2Policies/ Costs/

Outcomes

VISION 1Policies/ Costs/

Outcomes

Evaluation of Alternative Visions

Standards

VISION 3 - Policies / Infrastructure / Institutions / Regulations / Programs

Selection of Preferred VisionGovernor / DKI Parliament

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Why Create Standards for Public Transport?

To force government agencies (DISHUB) to identify key measures which determine successful achievement of public transport service objectives

For each measure, to provide a value, objectively measurable if possible, which, if achieved or exceeded, indicate that objectives have also been achieved

Measures used are not fixed and the values may well change over time

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Standards for Bus ServicesTwo Sets of Standards

A. NETWORK PLANNING STANDARDSo For internal DISHUB use to guide network planning

workB. OPERATIONAL PERFORMANCE STANDARDSo Setting out the operators obligations and to be

agreed between DISHUB and the operators

oBoth sets of standards should be made public to inform everyone of the minimum level of service which they can expect from the public transport network. This becomes a commitment from the government to the public.

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Network Planning Standards• Route coverage

– eg. 95% of population within 500m of bus stop– Service hours from 6am to 11pm

• Bus stop spacing– eg. 400 – 500m between stops

• Connectivity – all areas to have local service to BRT / trunk bus routes, markets, etc.– Some areas also to have direct or BRT service(s) to one or more district

or regional centres.• Bus Capacity

– Size of bus should take account of demand, fare implications, traffic impacts and road geometry

• Frequency– Maximum headways by route type, eg. 10mins. peak, 20 mins. off peak;

if greater, timetable must be displayed at stops.• Availability of Capacity

– eg. Average peak hour loading- between 65% to 95% of capacity

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Operational Service Standards•Route-based standards

o Adherence to schedule / published headways» Excess waiting time

o Compliance with target peak loading range» Average peak hour maximum load

•Company-based standardso Reliability – number of breakdowns in service

» ~ 10 / 100,000kmo Safety – number of blameworthy accidents

» < 5 / 100,000kmo Passenger complaints – number of valid passenger

complaints – historical trendo Pass rate on vehicle spot checks – e.g., 95%o Accuracy and availability of route information

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Other Standards• Unlike trains or BRT, buses operate in mixed

traffic on the roads• No point to have service standards for planning

and bus company delivery if the roads are a mess• Also need commitment from DKI Jakarta that

road conditions will allow buses to operate at reasonable speeds, e.g., >16kph– Much better traffic engineering– Much better enforcement of traffic rules– Much better use of available roadspace

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So Standards Are Easy?• NO – you need all the necessary agencies and

the staff must be competent and empowered to do their jobs!– Highest level political commitment and leadership to

improve urban transport (Governor / DKI Parliament)– A Planning and Regulatory agency (DISHUB) to

develop standards– Incorporated bus companies that can be held

accountable for individual route performance and corporate performance

– Agencies (DISHUB) with resources and mandate to monitor performance

– Agencies to enforce regulations effectively and to penalise non-performance (DISHUB / Police)

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Standards are the tip of the iceberg

Preparing

Achieving and Enforcing

REFORM